Carbureter for internal-combustion engines



A. WEILAND. CARBURETER FOR INTERNAL CZZQMBUSTION ENGINES.

APPLICATION FILED NOV. 30,1917.

Patented June 29, 1920.

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@nuev/6oz A. WEILAND.

CARBURETER FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED `NOV. 30,1917.

Patented J une 29, 1920.

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0,1/ L M/E. 8-6. Flai UNITED STATESA PATENT OFFICE.

ALFRED WEILAND, VOF PHILADELPHIA, PENNSYLVANIA.

CARBURETER FOR INTERNAL-COMBUSTION GINES.

Specification of Letters Patent. i Patented Julie 29, 1920.

Original application led Februaryr17, `1917, Serial No. v149,185.`Divided and this application led y November 30, 1917. Serial No.204,547.

To all whom t may concern:

Be it known that I, ALFRED WEILAND, a citizen of the VUnited States,residing'at Philadelphia, in the county ofPhiladelphia and State ofPennsylvania, have invented a certainV new and useful Carbureter forInternal-Combustion Engines, of which the following is a specification.

The present application is filed vision of my co-pending applicationSerial No. 149,185 and the invention herein relates generally to thecontrol regulation andffeeding of liquid fuel to explosive engines andrelates more particularly to the supply and `discharge of such fuel tothe y, carbureting i which forms a main liquid fuel reservoir 2 chamberand the motor intake. y

It is an object of the invention to provide means to regulate andproportion the supply of fuel according to speed `and loadconditionswhereby for maximum load and low speed conditions, a mixture rich infuel is maintained to meet the existing condition, and for minimum lowand high speedavcorrespondingly starved or weak fuel mixture is,maintained whileffor all conditions of y, load and speed, there will bean effectiveV regulation of the fuel to meet the particular existingcondition.V It is a further ob-A ject to provide a fuel regulating`means which acts promptly upon change of load or speed conditionseliminating a period .of lag and preventinga flooding of the,carbureting chamber when a minimum supply of fuel is required orleaving. it relatively empty when a maximum supp yis required.y

For the purpose of illustrating Iny invention, I have shown in theaccompanying drawings one form thereof which is at present preferred byme, since the same has been found in practice to give satisfactory andreliable results, although it is to be understood that the variousinstrumentalities of which my invention consists can beA variouslyarranged and .organized and that l y p ply Afrom a suitable source,while vin Figs.`

my invention is not limited to the precise arrangement and organizationof the instrumentalities as herein shown'and described.

as a di- Fig. 2 represents a section on line`2*2 of and a carburetingchamber 3, the latter being open through the intake 4 to the air at oneend and communicating with the motor intake passage 5 at the oppositeend. The

throttle valveV 6 is pivoted for swinging movementv across the chamber 3and is vunder the'control of the throttle lever 7 as will be understood.The mainv fiielreservoir 2 has direct communication with the main jetlor nozzle 8 which is located yinthe car- 4bursting chamber between theair intake and throttle, and has its outlet at substantially the normalliquid level ofthemain.

Areservoir so that there is` a Asupply of liquid fuel ready to be drawnout and mixed` with the air to `form the explosive mixture.

Since the carbureter of the present invention is adaptable for use withmany types of fuel feed systems and fuel replenishi'ng means, thepresent description will' be ,con-

fined to the carbureter structure *specificallyv with a briefgeneraloutline of the fuel feeding means. Thusv in Figs. 1 and '2, afuelfeeding means for the mainreservoir 2 is' illustrated embodying twosupply chambers 9 and l0, the action of which is alternate, that is oneis an active.feedingmedium while the other is replenishing its fuel'sup-`Vfor furnishing liquid fuel to the supply chamber or chambers, as thecase may bc,

Ythe throttle valve and in communica-tion vwith the main fuel reservoir2 by way of and in the latter it is subdividedvinto channels 13 leadingto the respective chambers 9 and 10.

Referring now to the auxiliary jet con-r struction, it will' be seenthat 4the casing 1 forms a supplemental fuelresei'voir 14 locatedpreferably adjacent the position of the passage 15. Inthe constructionshownin'Fig. 3, 16 designates a suitable bushing fixed'to the casing 1extending within the reservoir chamber 111 and having a boie 17 thereinwhich is suitably enlarged toreceive the fuel nozzle orjet18. vThedischarge end ofthe jet 18 is `preferably slightly below the'normal fuellevel inthe mainreservoir 2 so that when the carbureter is not inoperation'the fuel will overfiow and form a priming puddlein Vtheauxiliary reservoir 14. The bushing 16 is further exteriorly of reduceddiameter for a portion of its length -to form a ychannel 19 j by whichthe air entering through the port 20 may reach the open end of thebushing 17 and thus mix with the fuel drawn cut of the jet 18. The bore17, communicates with a conduit 21 which,passesthrough the lcasing walland has its discharge end'between Vthe throttleand the `motor intake sothat the mixed airfand fuel lfrom this auxiliary jet is v drawndirectlyto the motor intake whether the` throttle valve is open or closed. Y Y

`The "throttle valve 6 in the present vinstance-,is connectedto theoscillative sleeve y2,2, while the latter is pinned as shown at 23, orby equivalent'means to the spindle 24 -which carries thethrottle Ilever7;

.25 designates a sleevejhavingscrew-threaded connection with. the casing1 and bored out to yform .a :second auxiliary Afuel reservoir, 26,l

the -said'bore having 'a reduced opening 27 extending through the part2o and communieating `with the passage 15k leading to the main fuel.reservoir2, so thattheifuel may flow freely tothe reservoir 26 to thenormal level. l. Iny the present instance, the kspindle l24@ `isgprovideclwith av passage 28, the inner endfof which terminates belowthenormal liquid level, while the outer end has free communication with theatmosphere,so that' air /drawnthroughthis passage bubbles through the`liquid fuel. and the resulting mixture is kthen drawn'into thecarbureting chamber 3 by way ofV the port 29 formed in a laterallydisposed'boss`30 ofthe throttle valvev 6. By yreference tofFig. 1, itwill be seen that the `port29`,dischargesthe mixture on the carbureterside.ofthenthrottleand is conse quently idle in` 4closed position ofthe'throt- Vtle valve. v-As the throttle opens, however, 'this jet comes.into operation and discharges its` mixture into thev carburetingchamberat `iapointor pointsV removed fromthe bounding wall of said chamber.This action is quite important as the fuel particles are carried awayfrom the wall and have no opportunity to adhere thereto. Such adhesionconsiderably lessensthe mixture value.

` v The inner end of the hollow spindle 241- is of reduced diameter toform a circumferential space 31 as a partof the auxiliary reservoir 26,the said space communicating with Vthe annulus 32 with Ywhich the port29 communicates.

In Figs. 5 to 7 inclusive, theauxiliary iet,l

`formed in thewall of the casing and having its `mixture outlet arrangedto"c'li schar`ge on the motor intake side of the throttle valve 6, isslightly modified in .construction by providing ,a tubular `memberhaving threaded engagement with the casing `and terminating in closeproximity to the bottom of thereservoir chamber lfl. It `i'scf openended'construction, thereby zproviding an air channel 34 which deliversair bclow. the normal liquidlevcl, so that thevair bubbling through.'the' liquid fuel. becomes saturated ,andgdischarges tlircugl'i the port21. This is merely an equivalent.forthejet structure shown Vin Fig. 3.Having Vnew fully described the 'fueljet structure ofthe carbureter'embodying the present invention, brief reference will be madeto tliefuelfeeding'meclianism. In Figs. l1 and f2 ltlie fuel feed embodies a vacuum.means` for relplenishing the supply of chambers 9`and 10, the samebeing operativethrough ports '34; leadingV fromthe motor intake to therespective chambers 9 and ,10.V 35 designatesflapvalves 'respectivelycoutrolling'tlie fuel yin-v v Y Y lets vfor fuel vfrom the low 'levelscurce. These valves 35 areloosely held respectively y one valve 37may'beopen at a time. 'Suit-A,

able air vents A39 ,arepprovided' for. ,the/main reservoir 2 as rshownin Fig. 2. I the'con.-

iis

striictionof'Fig. 5, the fuelfjets are supplied y from the mainreservoirj`2 which vin turn is filled by way. ofthe inlet 12,A thislatter beingA controlled by a floatLlO andvalve il as i will readily'beunderstood.

lThe operationof the carbureter is as follows: Under rest conditions,the fuel is substantially at thesame level in the auxiliary Vreservoirsy14 and`26, the main reservoir 2 I andthe main lfueljet 8 andwith, thethrottle closed any drop in pressure in ,them'otor intake due to'turning` over the motor will not affect either the main jet 8 or theauxiliary jet 29. This does, however, leave what I term the slow speedand starting jet free to supply mixture to the motor since the port 21opens on the motor intake side .of the throttle valve. This primingmixture is therefore always available under starting conditions andinsures a mixture rich in fuel to meet the required condition.

As soon as the motor has come up to speed, the throttle is opened tobring into operation the main mixture supply from et 8 or at least torender the second auxiliary jet operative. It is evident that aprolonged operation of the motor willcause the auxiliary reservoir 14 tobe depleted of its initial puddle of fuel and consequently the jetmixture is so starved'or cut down as to be ineffective to meet thevarying demands of normal operation of the motor. A partial opening` ofthe throttle relieves this condition, since it immediately renders thesecond or intermediate speed jet operative and this in turn is augmentedby a mixture of air and fuel from the main jet 8 and 'airv inlet 4. A sthe throttle opens, the intermediate jet outlet 29 travels away from thewall of the carbureting chamber, swinging toward the motor intake sothat its mixture minglcs directly with the main mixture from the jet 8,thereby supplementing it in'the required manner and insuring 'aneffective charge. When the throttle is moved toward its closed position,the main mixture is cut down while the intermediate jet remains operative until cut off by they closing of the throttle and after themotor comes to rest the fuel overflows into the slow speed reservoir andleaves it ready for priming under starting conditions. l

The action of the intermediate jet is furthermore most essential sinceits outlet 29 moves through an area of the carbureting chamber where theincoming air has its greatest velocity with the result that the fuel isswept from the outlet in the form of a vapor which is instantaneouslydiffused and mixed with the air to form an effective mixture. Thus undersome conditions, the air drawn in by way of passages 4 may move soslowly past the main jet as to draw off some of the liquid fuel, but notsufficiently fast to vaporize and mix it with the air but at the outlet29 the velocity is always such as to cause proper vaporization and`prevent Y an uneven mixture with the air. Naturally,

the more nearly the throttle is closed, the greater is the velocity ofthe air and so the mixture is uniform on substantially all conditions.The puddle of liquid fuel in the jet chamber 26 is vconsiderably reducedas soon as the outlet 29 goes into operation but is notcompletely'emptied. The reason for this is that the port 27 and passage28 are proportioned with respect to each other and while the dischargeend of the passage 1s often unsealed by the drop of` the liquid level,the air thenv passing through is not sufficient to counterbalance theincoming fuelthrough port 2,7. In consequence, there `is always anoperative quantity ofy liquid fuel for the auxiliary jet outlet 29 whichreinforces the action of thev mainhjet to the extent desired. The slowspeed jet 18 is also proportioned with regard to its air and fuel inletsand hence while its mixture may be materially starved or cut down, itdoes not under ordinary conditions of operation become entirely inactiveas a mixture supply.

ulars without departing from the spirit or scopeV of the invention orsacrificing any of its advantages.

What I claim is:

1. In a device of the character stated, a casing providinga carburetingchamber, a

main fuel reservoir and an air inlet to said chamber, a main fuel jet, athrottle valve provided with an outlet to said carbureting chamber, saidoutlet being cut off from the motor intake in closed position of saidthrottle, and open in open position of said throttle, an auxiliary fuelreservoir formed in said throttle and in communication with said outlet,and a supplemental air supply to said throttle reservoir. y

2. In a device of the character stated, a

rcasing providing a carbureting chamber, a

main fuel reservoir and an air inlet to said chamber, a main fuel jet, athrottle valve provided with an outlet to said carbureting chamber, saidoutlet being cut off from the motor intake in closed position of saidthrottle and arranged to openv and move with said throttle away from thewall of the casing and towardV the motor intake, an auxiliary fuelreservoir formed in said throttle and in communication with-said outlet,and a supplemental air supply to'said throttle reservoir.

3. In a carbureter, a casing providing a substantially horizontalcarbureting chamber communicating at opposite'ends respectively with anair supply and the intake of a motor of the explosive type, a main fuel,1 pivotal-upon :saidfseeond jet'nnd vprovided Valve and themotrolintake, all of Suid 'jets Wihna laterally-disposed "outletarranged Ahaving ycommunicationwith said mitinyresvin'closed.position-ofsad"throttlefandopen In testimony Whereof,- Ihave hereunto Y 5 in'open postonofsadthrottle, 'and a third 'signed`myfnsune.

fuel jebhswing uncontrolled communication y l `with lszviol"chamberbetween said throttle Y ALFRED -WEILAND-

